CN105822481A - Thermal management unit for vehicle powertrain - Google Patents
Thermal management unit for vehicle powertrain Download PDFInfo
- Publication number
- CN105822481A CN105822481A CN201610040864.5A CN201610040864A CN105822481A CN 105822481 A CN105822481 A CN 105822481A CN 201610040864 A CN201610040864 A CN 201610040864A CN 105822481 A CN105822481 A CN 105822481A
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- China
- Prior art keywords
- oil
- thermal management
- management unit
- valve
- stream
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
- F01M5/005—Controlling temperature of lubricant
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
- F01M5/001—Heating
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/12—Arrangements for cooling other engine or machine parts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0412—Cooling or heating; Control of temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K11/00—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves
- F16K11/02—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit
- F16K11/06—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements
- F16K11/065—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with linearly sliding closure members
- F16K11/07—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with linearly sliding closure members with cylindrical slides
- F16K11/0716—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with linearly sliding closure members with cylindrical slides with fluid passages through the valve member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/002—Actuating devices; Operating means; Releasing devices actuated by temperature variation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D9/00—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
- F28D9/0031—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits for one heat-exchange medium being formed by paired plates touching each other
- F28D9/0043—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits for one heat-exchange medium being formed by paired plates touching each other the plates having openings therein for circulation of at least one heat-exchange medium from one conduit to another
- F28D9/005—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits for one heat-exchange medium being formed by paired plates touching each other the plates having openings therein for circulation of at least one heat-exchange medium from one conduit to another the plates having openings therein for both heat-exchange media
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
- F28F27/00—Control arrangements or safety devices specially adapted for heat-exchange or heat-transfer apparatus
- F28F27/02—Control arrangements or safety devices specially adapted for heat-exchange or heat-transfer apparatus for controlling the distribution of heat-exchange media between different channels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
- F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
- F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
- F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
- F28D2021/0089—Oil coolers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
- F28F2250/00—Arrangements for modifying the flow of the heat exchange media, e.g. flow guiding means; Particular flow patterns
- F28F2250/06—Derivation channels, e.g. bypass
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
- F28F2280/00—Mounting arrangements; Arrangements for facilitating assembling or disassembling of heat exchanger parts
- F28F2280/06—Adapter frames, e.g. for mounting heat exchanger cores on other structure and for allowing fluidic connections
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Details Of Gearings (AREA)
- Control Of Transmission Device (AREA)
- Temperature-Responsive Valves (AREA)
Abstract
A thermal management unit for a vehicle powertrain includes an integrated oil heater, a control valve, and a pressure relief valve. A remote oil cooler is connected to fluid ports of the thermal management unit. Transmission oil is received into the thermal management unit and is directed to one or both of the transmission oil heater and the transmission oil cooler. A portion of the flow of oil can be internally bypassed through the pressure relief valve to maintain the pressure of the oil below a threshold. The flow of oil is directed through the control valve after having been heated and/or cooled, and the proportions of oil being directed through the oil heater and the oil cooler are determined by the temperature of the oil in the control valve.
Description
Technical field
The present invention relates to integrated heat exchanger and valve module, and more particularly to being used for regulating heat exchanger and the valve module of the temperature of the fluid for vehicle engine assembly.
Background technology
Heat-exchange system in the desired scope that will define more than fluid temperature regulation to minimum threshold, below max-thresholds or by minimum and maximum threshold value is known.This heat-exchange system generally comprises one or more heat exchanger and one or more flow control device and flow to described one or more heat exchangers to control fluid.The especially needed this heat-exchange system of vehicle engine assembly, suitably to regulate the temperature of working fluid (such as coolant, engine oil, transmission oil etc.).
Along with being incremented by the excitation improving total fuel economy and system effectiveness, in vehicle engine assembly, suitably the temperature of regulated fluid has become more important.The regulation of this temperature had both needed to add rapidly the heat exchanger of hot fluid during the cold startup of vehicle engine assembly, needed again to discharge the heat exchanger of the used heat of accumulation in fluid at the run duration of vehicle engine assembly.Control equipment (including valve etc.) can be used for optionally transporting fluid into heat exchanger, thus realizes these targets.
It is useful by being partially integrated in thermal management unit of these heat-exchange systems, can thus reduce the quantity of interconnection and simplify heat-exchange system to the installation in vehicle engine assembly.
Summary of the invention
According to embodiments of the invention, the thermal management unit for vehicle engine assembly comprises valve, and described valve can operate with optionally conveyance fluid between valve outlet port and the first and second valve inlets；The first fluid port of oil stream is received from vehicle engine assembly；Oil stream is transported to the second fluid port of vehicle engine assembly；The first flow path by extend through thermal management unit is fluidly connected to the 3rd fluid port of first fluid port；And the 4th fluid port of be fluidly connected in the first and second valve inlets by extend through the second flow path of thermal management unit.Thermal management unit also comprises integrated transmission oil heater, and described integrated transmission oil heater has fluid intake manifold, fluid issuing manifold and the multiple fluidal textures extended between fluid intake manifold and fluid issuing manifold.Fluid intake manifold is fluidly connected to first fluid port by extend through the 3rd flow path of thermal management unit, and fluid issuing manifold be fluidly connected in the first and second valve inlets by extend through the 4th flow path of thermal management unit another.5th flow path extends between second fluid port and valve outlet port, and is fluidly connected with valve outlet port by second fluid port.The flow path of shunting extends from first fluid port, and in one end of Fen Liu flow path is fluidly connected to second flow path, the 4th flow path and the 5th flow path.Pressure relief valve is along the flow path arrangement of shunting, thus the pressure differential between one end of first fluid port and the flow path of shunting is less than hindering the oily flow path along shunting during threshold value, and allow oil along the flow path of shunting when pressure differential exceedes threshold value.
In certain embodiments, valve includes that sensing element, described sensing element are configured to respond to the temperature of oil through sensing element to operate valve, and in some special embodiments, actuated element is wax motor.In certain embodiments, the whole oil streams entered through first fluid port are directed through sensing element.
In certain embodiments, thermal management unit comprises cast structure, and described cast structure has the central aperture extended point-blank through described cast structure.Valve and pressure relief valve are both arranged in central aperture.
In certain embodiments, valve comprises moveable shuttle, and described moveable shuttle has one or more window aperture being disposed therein.In some such embodiments, at least some in the one or more window aperture limits valve outlet port.In certain embodiments, at least some in window aperture limits one in the first and second valve inlets, and movably shuttle moves the mobile generation effect of shuttle (or movably) with open and close in the first and second valve inlets one.
According to another embodiment of the present invention, a kind of method of temperature controlling the oil for vehicle engine assembly comprises and is received thermal management unit from vehicle engine assembly by oil stream at the first pressure, and at least some in oil stream is guided through at least one in transmission oil heater and transmission oil cooler.Those oil streams are being received in the valve being arranged in thermal management unit after at least one in transmission oil heater and transmission oil cooler, and any remaining oil stream is guided through the bypass being arranged in thermal management unit, thus remaining oil is avoided to flow through any one in transmission oil heater and transmission oil cooler.Receive in valve oil temperature measured, and oil stream return to vehicle engine assembly from thermal management unit.
In certain embodiments, oil receives in valve under less than the second pressure of the first pressure.In some such embodiments, the amount through the oil of bypass is determined in response to the pressure differential the first pressure and the second pressure.In certain embodiments, measure the step of temperature of oil to comprise the whole oily streams receiving in thermal management unit are directed through the temperature-response element being arranged in valve.
According to another embodiment of the present invention, oil stream is received thermal management unit at a temperature of the method for the oil of vehicle engine assembly is included in less than the first of threshold temperature by a kind of management from vehicle engine assembly, and is Part I and Part II by oil flow point.Part I is directed in the transmission oil heater being integrated in thermal management unit, and is heated.Part I then recombines with Part II, and Part II has walked around transmission oil heater, so that at a temperature of the stream recombined is in higher than the second of the first temperature.The oily stream recombined is received and is positioned in the valve of thermal management unit and passes through the temperature-response element being arranged in valve, and the oil stream hereafter recombined returns to vehicle engine assembly from thermal management unit at the second temperature.
In certain embodiments, oil stream is the first oil stream, and after a period of time having made the first oil stream return to vehicle engine assembly, the second oil stream receives thermal management unit from vehicle engine assembly.Second the substantially the entirety of of oil stream is directed in transmission oil heater and is heated.Second oil stream receives in valve at a temperature of roughly equal with threshold temperature, and flow through excess temperature response element in response to making the second oil, the driver of valve is driven, so that the oil subsequently entering thermal management unit flow to partially be guided through the oil cooler being associated with vehicle engine assembly.
Accompanying drawing explanation
Fig. 1 is the axonometric chart of thermal management unit according to embodiments of the present invention.
Fig. 2 is the axonometric chart of the decomposed of the thermal management unit of Fig. 1.
Fig. 3 is the axonometric chart of heat exchanger, and described heat exchanger is a part for the thermal management unit of Fig. 1.
Fig. 4 is the axonometric chart of the decomposition of the heat exchanger of Fig. 3.
Fig. 5 is the top view of the thermal management unit of Fig. 1.
Fig. 6 is the end-view in the cross section of the thermal management unit of the Fig. 1 seen along the line VI-VI of Fig. 5.
Fig. 7 is the side view in the cross section of the thermal management unit of the Fig. 1 seen along the line VII-VII of Fig. 5.
Fig. 8 is the side view in the cross section of the thermal management unit of the Fig. 1 seen along the line VIII-VIII of Fig. 5.
Fig. 9 is the upward view in the cross section of the thermal management unit of the Fig. 1 seen along the line IX-IX of Fig. 8.
Figure 10 A and Figure 10 B is the axonometric chart of the control valve of the thermal management unit of Fig. 1, wherein illustrates with two different modes of operation.
Figure 11 A and Figure 11 B is the side view in the cross section of the mounted control valve being in two different modes of operation of Figure 10 A and Figure 10 B.
Figure 12 is the axonometric chart cut open of the pressure relief valve of the thermal management unit of Fig. 1.
Figure 13 is the schematic diagram of the thermal management unit being attached to vehicle engine assembly according to embodiments of the present invention.
Detailed description of the invention
Before any embodiments of the invention are explained in detail, it should be appreciated that the structure of the parts shown in that the present invention is not only restricted to be set forth below in it is applied or accompanying drawing and the details of layout.The present invention can have other embodiments, and can carry out in many ways or perform.And it is understood that term used herein and term are for purposes of description and are not considered as restrictive.Using referred to herein as including the project and equivalent thereof listed subsequently " comprising ", " including " or " having " and their variant, and extra project.Unless specified or otherwise limited, term " is installed ", " connection ", " support " and " connection " and their variant are widely used, and includes and directly and indirectly install, connect, support and connect.Further, " connect " and " connection " is not only restricted to physics or mechanical connection or connection.
Thermal management unit 1 according to embodiments of the present invention figure 1 illustrates, and its power assembly being particularly well-suited for vehicle is used together, described vehicle e.g. automobile, truck, bus, agricultural or building equipment etc..The vehicle engine assembly mentioned in this context comprises those vehicle subsystems being responsible for making vehicle move, and including (but not limited to) engine, actuating device, brake and power steering gear.Thermal management unit 1 can be used for maintaining within the acceptable range the operating temperature of the working fluid of vehicle engine assembly.The specific working fluid that thermal management unit 1 is particularly well-suited for is commonly referred to as the oil of automatic transmission fluid, and it is used as lubricant and hydraulic fluid in vehicle engine assembly.In order to both bear the severe running environment of vehicle engine assembly, and optimizing again the performance of power assembly, this oil has been developed that have specific attribute (such as, viscosity, lubricity, temperature capability).Some in these attributes are quite big along with variations in temperature, therefore the operating temperature of oil maintained and are even more important in the range of being rather narrow of optimum performance and life-span.
The schematic diagram of Figure 13 illustrates a kind of exemplary mode, and thermal management unit 1 can be fluidly coupled to vehicle engine assembly 2 by described mode.Oil from vehicle engine assembly is transported to thermal management unit 1 by fluid line 73 and is carried from thermal management unit 1, and its First Line is connected to the ingress port 11 of thermal management unit 1, and its second line is connected to the outlet port 12 of thermal management unit 1.Receive the oil in thermal management unit 1 by ingress port 11 and can be selectively delivered to the transmission oil heater 3 integrated with thermal management unit 1, and/or to the transmission oil cooler 4 placed away from thermal management unit 1.Alternatively, or additionally, at least some in the oil that received by ingress port 11 can be by walking around (bypass) transmission oil heater 3 and transmission oil cooler 4 through the pressure relief valve 6 being arranged in thermal management unit 1.Control valve 5 is additionally arranged each reception oil in thermal management unit 1 and from three possible flow paths, so that described oil is transported to output port 12.Control valve 5 operates selectively to determine the ratio of the oil flowing through transmission oil cooler 4 and transmission oil heater 3, and the specific embodiment about Fig. 1 is described by further detail.
Transmission oil cooler 4 is configured as discharging heat from oil thus the operating temperature of oil maintains the heat exchanger of below the threshold temperature upper limit.This heat exchanger is typically configured as being formed the air-cooled heat exchanger of a part for vehicle refrigerating module, but alternatively uses other heat exchanger device according to the characteristic of vehicle application.Fluid line 72 provides required, so that oil can flow to transmission oil cooler 4 and flow out from transmission oil cooler 4 for connection between the port 13 and 14 of transmission oil cooler 4 and thermal management unit 1.
Transmission oil heater 3 is configured as providing heat to oil thus the operating temperature of oil maintains the heat exchanger of more than threshold temperature lower limit.This heat exchanger is especially advantageous during the startup of vehicle engine assembly, when oil is the most terribly cold when.Oil viscosity is generally optimised performance under the operating temperature of the rising of vehicle engine assembly, and at a lower temperature, oil is generally of the highest viscosity.When vehicle has been in the surrounding of low temperature, several under inoperative situation little oil likely has been cooled to a temperature constantly, the big manyfold of viscosity that ratio of viscosities optimizes at such a temperature.In order to maintain the suitable operation of vehicle engine assembly, being important to, even if when oil does not also arrive its suitable operating temperature, oil also can circulate through vehicle engine assembly.The circulation of oil is generally realized by oil pump, and oil pump forms a part for vehicle engine assembly 2.
The circulation of the recycle ratio of full-bodied cold oil oil under suitable operating temperature needs the biggest work input, and this causes the fuel economy of essence that time period within the temperature range of oil is expected still not at it to reduce.At least partially due to the high thermal mass of vehicle engine assembly 2, it is with being not uncommon for, when having arrived at its destination to vehicle and stop, oil is also not up to desired operating temperature, at this point, vehicle may keep inoperative situation at time enough, so that vehicle engine assembly 2 and oil return to initial low temperature, the whole cycle so repeats.Therefore, total fuel economy of vehicle is severely impaired.
This situation can be remedied by following manner, i.e. by using transmission oil heater 3 to promote being rapidly heated of oil.In vehicle engine assembly 2, the coolant of quickly heating (such as, by direct circulation above the cylinder head of the engine of vehicle engine assembly 2) is transported to transmission oil heater 3 by the coolant line 71 extended between vehicle engine assembly 2 and thermal management unit 1 and is carried from transmission oil heater 3.Coolant and oil are all circulated by transmission oil heater 3, so that heat is quickly and efficiently transferred to oil, is thus easy to oil and is warmed up to desired operating temperature range more quickly.
The embodiment of Fig. 1 be will be described in further detail now, extraly referring to figs. 2 to Figure 12.Thermal management unit 1 comprises cast housing 7, and described cast housing 7 is connected to the core heat exchanger 3 of the stratiform as transmission oil heater function.Fluid port 11 and 12 is arranged in cast housing 7, thus links for fluid and provide required, to receive oil from vehicle engine assembly respectively, and makes oil return to vehicle engine assembly.Additionally, port 13 and 14 is arranged in cast housing 7, to allow fluidly connecting of the transmission oil cooler placed at a distance.
The transmission oil heater 3 of exemplary embodiment has a kind of structural type, and wherein nested shell is arranged in stacking 21, and described stacking 21 is connected to substrate 22.Ingress port 23 and outlet port 24 extend from substrate 22 respectively and (by using the sealer 32 of o-ring type) sealingly engages with hole 47 and 48.Hole 47 and 48 is arranged in the installation surface 46 of cast housing 7, and substrate 22 is fixed to install surface 46 by threaded fastener 8, described threaded fastener 8 extends through the installation hole 33 being arranged in substrate 22 and the corresponding screw thread hole 41 engaging cast housing 7.Alternatively, transmission oil heater 3 can realize otherwise to this fixing of housing 7 in (such as alligator clamp, welding etc.).
As most preferably see in the exploded view of Fig. 4, stacking 21 comprises the shell 27 of band nest alternately and without the shell 28 of nest, the shell 27 of described band nest and the shell 28 without nest have corresponding peripheral flange upward, so that shell nests together, between the even curface of adjacent shell, provide the space for fluid flowing simultaneously.Manifold 30 at the relative short end of shell, two corners in the corner of stacking 21 extend through shell, a use in manifold 30 acts on the inlet manifold of coolant, and another is used as outlet manifold.One end of stacking 21 is closed by cover plate 31, and described cover plate 31 comprises two coolant ports 36, and one in each and coolant manifold 30 in described coolant ports is connected.The nest of the shell 27 with nest extends towards the flat surface of the adjacent shell 28 without nest, and the space between nest provides coolant flowpaths between coolant manifold 30.
Oil-in manifold 25 be arranged in the corner of shell another at, and oil export manifold 26 is arranged at remaining corner.Stream plate 29 is accommodated in without the flow path in the shell 28 of nest and providing oil between manifold 25 and 26.Stream plate 29 can (such as) be (lanced) cut open and (offset) the wing plate with branch, thus maximum heat transfer speed, described wing plate is through the flow path of stacking 21 offer bending.
Substrate 22 is formed by three single plate 22a, 22b, 22c.It is interior outlet port 24 to be fluidly connected with oil export manifold 26 that passage 35 is formed at plate 22b and 22c.Similarly, so that ingress port 23 is fluidly connected with oil-in manifold 25 in passage 34 is formed at plate 22b and 22c.However, it should be understood that in alternative embodiments, substrate 22 can be configured with the plate of varying number, and in certain embodiments, substrate 22 can be made up of single plate.
In some especially preferred embodiments, the parts of transmission oil heater 3 are aluminium alloy parts, and at least some in described parts is coated with brazing alloy, thus transmission oil heater 3 can completely or be formed essentially by being brazed together by parts.
Run duration, the coolant heated by vehicle engine assembly 2 flows through that supercooling agent line 71 is recycled in the port 36 being arranged on transmission oil heater 3, and be subsequently received with in the coolant manifold 30 of an in direct fluid communication in port 36.Band nest shell 27 band nest surface and without the opposed face of the shell 28 of nest between the coolant flowpaths that formed be in fluid communication with coolant manifold 30 so that the coolant stream receiving transmission oil heater 3 to may pass through heater belt along those a plurality of flow paths.Meanwhile, the stream of transmission oil can be received in transmission oil heater 3 by port 23, and may pass through passage 34 and carry towards inlet manifold 25.The flow path for oil formed by stream plate 29 is in fluid communication with inlet manifold 25 and outlet manifold 26, and the oil being received in inlet manifold 25 circulates along those flow paths through transmission oil heater 3.When this two fluid moves through transmission oil heater 3, heat is streamed to oil stream by shell 27,28 from coolant, thus heats described oil stream.The oil of heating is collected in outlet manifold 26, and is directed through passage 35, thus is removed from transmission oil cooler 4 by port 24.The coolant of cooling receives in another coolant manifold 30, and removes to return to vehicle engine assembly 2 along another coolant line 71 by another coolant ports 36.
It will be understood by those skilled in the art that transmission oil heater 3 shown in accompanying drawing an and described herein simply example heat exchanger being particularly well-suited for describing purpose.The details of heat exchanger configuration can be different from those described, and the details of heat exchanger configuration is not intended to as limitation of the present invention.
When oil stream is received in thermal management unit 1 by port 11, the inner flow passage in housing 7 allows stream to be directed to multiple position.As the most most preferably seeing, the ingress port 23 of port 11 with transmission oil heater 3 is fluidly connected by flow path 17, so that at least some in oil stream can be directed in transmission oil heater 3.Another flow path 15 is fluidly connected to port 13, and described port 13 can be used as the connectivity port of fluid line 72, and thermal management unit 1 is connected to transmission oil cooler 4 at a distance by described fluid line 72.In this way, receive the oily stream in thermal management unit 1 can towards in transmission oil cooler 4, transmission oil heater 3 any one or both conveying.
Ingress port 11 is arranged in the end of the central aperture 42 extending through housing 7.Be arranged in central aperture 42 is pressure relief valve 6 and control valve 5.The stepped diameter of central aperture 42 changes permission pressure relief valve 6 and control valve 5 is suitably positioned at and is maintained in housing 7.Pressure relief valve 6 inserts from one end of central aperture 42 with being consistent with the position of ingress port 11, and control valve 5 is inserted from relative end simultaneously.Snap ring 53 is inserted in annular groove 43 to be fixed in central aperture 42 control valve 5.
Control valve 5 comprises the moveable shuttle 54 that the longitudinal axis along control valve 5 is advanced between the second mode of operation position that the first mode of operation position that Figure 10 A and Figure 11 A draws and Figure 10 B and Figure 11 B are drawn.Sensing element 57 Central places is positioned in moveable shuttle 54, and the driver 58 responded containing the temperature measuring sensing element 57.In the exemplary embodiment, sensing element 57 is wax motor, and containing a certain amount of wax, described wax is planned under predetermined threshold temperature experience phase transformation especially.Phase transformation causes the volume of wax to increase, and this causes driver 58 to extend and the moveable shuttle of dislocation 54.Coil spring 59 is between moveable shuttle 54 and the shoulder 44 of central aperture 42, thus spring 59 is compressed by the movement of the shuttle 54 caused by the extension of driver 58.When driver 58 be enough to invert the phase transformation of wax motor in response to the reduction of temperature and retracts, spring 59 provides restoring force so that movably shuttle 54 returns to its first mode of operation position.
Movably shuttle 54 is provided with the window aperture 55 arranged circumferentially.Exemplary embodiment illustrates the multiple such window aperture 55 being arranged as extending along the whole periphery of moveable shuttle 54, and in certain embodiments, can use along the single window hole that substantially major part circumference extends.At least some in window aperture 55 is alignd along the whole traveling stroke of moveable shuttle 54 with the flow channel 19 being arranged in housing 7.As most preferably seeing in Fig. 6 and Fig. 9, flow channel 19 is fluidly connected to outlet port 12.Window aperture 55 accordingly acts as valve outlet port and leaves control valve 5 to allow to receive the oil in control valve 5, and returns to vehicle engine assembly 2 then along the fluid line 73 being connected to outlet port 12.
As most preferably seeing in Fig. 6 and Fig. 8 to Fig. 9, extra flow channel 16 is arranged in housing 7, and is connected to port 14 to receive oil stream from transmission oil cooler 4 along fluid line 72.When moveable shuttle is in the second mode of operation position of Figure 11 B, receives the oil in flow channel 16 and can be directed to the inside of moveable shuttle 54 by least some in window aperture 55.But this oil stream is prevented from when moveable shuttle 54 is in the first mode of operation position of Figure 11 A.Therefore window aperture 55 also serves as the function of the valve inlet for control valve 5, and it may be in response to be opened and closed through the oily temperature of sensing element 7.
Extra entrance to control valve 5 is provided by the opening 66 of moveable shuttle 54.When moveable shuttle 54 is in the first mode of operation position of Figure 11 A, stream can receive opening 66 from the flow channel 18 in being arranged at housing 7.As the most most preferably seeing, flow channel 18 is connected to the port 24 of transmission oil heater 3, and receives through the oil of heater 3.When moveable shuttle 54 is converted to the second mode of operation position of Figure 11 B, it hinders flowing in passage 18 to reach entrance 66.
The flow path 20 of shunting is arranged in the central aperture 42 of housing 7, and provides a kind of mode, receives the oil in thermal management unit 1 by which by ingress port 11 and can arrive control valve 5, and is not passed through transmission oil heater 3 or transmission oil cooler 4.Pressure relief valve 6 places along the flow path 20 of shunting, and runs the flow path 20 hindering oil to flow through shunting in most cases.But, when oil is allowed to the flow path 20 flowing through shunting, then oil can be by entrance 66 through control valve 5, regardless of whether movably the position of shuttle 54 is how.
The oil stream through control valve 5 that Figure 11 A and Figure 11 B is depicted under two kinds of different running statuses of valve.In Figure 11 A, moveable shuttle 54 is in its first mode of operation position, corresponding to the oily temperature through sensing element 57 below minimum threshold.The oil stream drawn by solid arrow leads to control valve 5 through entrance 66 from flow channel 18, and leaves control valve 5 by window aperture 55 and arrive flow channel 19.If pressure relief valve 6 allows any oil to flow through the flow path 20 of shunting, then oil is advanced along dotted line and also enters control valve 5 by entrance 66, mix with the oil received from transmission oil heater 3 in the shuttle 54 of control valve 5.
As shown in Figure 11 B, when control valve 5 is in the second mode of operation position, driver 58 fully extends and movably shuttle 54 moves to its second mode of operation position completely, and this causes one end of moveable shuttle 54 to dock against shoulder 45.In this position, shuttle 54 hinders the oil stream from flow channel 18, but oil can flow to control valve 54 from flow channel 16 now, this is because at least some in the region of window aperture 55 is alignd with flow channel 16 now.Furthermore, any oil stream through the flow path 20 of shunting is received in control valve 5 by the opening 66 of moveable shuttle 54.
The most notably, under any one state of running status, all of oil (that is, the oil carried by heater 3 and/or cooler 4 and the oil shunted by the flow path 20 of shunting) is through sensing element 57.This allows accurately to control the temperature of the oil being transported to vehicle engine assembly 2.When control valve is in the first mode of operation corresponding to Figure 11 A and oil is just heated in oil heater 3, the temperature through the oil of sensing element 57 can be finally reached the threshold temperature that driver 58 starts to extend.This can cause moveable shuttle 54 to translate, and when realize enough mobile time, control valve 5 will receive a certain proportion of stream by flow channel 16 from transmission oil cooler 3.The situation of intermediate stable state can be realized, wherein movably shuttle 54 be in Figure 11 A and Figure 11 B extreme between middle position, thus the part receiving the oil in valve 5 is carried by oil heater 3, and the another part receiving the oil in valve 5 is carried by oil cooler 4.
When the temperature of the oil through sensing element reaches upper threshold, and driver 58 will sufficiently extend, thus the moveable shuttle of dislocation 54 is with engaging shoulders 45.As long as through the enough floor heatings of oil stream of sensing element 57 to maintain the extension of driver 58, then this position of valve ensures that oil is directed through oil cooler 4 rather than through oil heater 3.The damage to control valve 5 caused by the excessively extension (this is probably and has sufficiently been exceeded upper threshold by the temperature of oil and caused) of driver 58 can prevent spring 60 from avoiding by comprising overshoot journey.Comparing spring 59, overshoot journey prevents spring 60 to have higher spring constant so that overshoot journey prevent spring 60 compression until movably shuttle 54 engaging shoulders 45 time just can occur.
The pressure relief valve 6 of exemplary embodiment illustrates in greater detail in fig. 12.Pressure relief valve 6 comprises the lid 62 being connected to cylindrical sleeve 61, and sleeve 61 has the overall diameter more marginally smaller than the diameter of central aperture 42 in the region of the flow path 20 of shunting.Bias spring 64 and piston 63 are arranged in the sleeve 61 of cylinder.Bias spring 64 maintains the state of Partial shrinkage, thus forces piston 63 to contact with the seating face of lid 62.Lid 62 can be press-fitted in central aperture 42, thus prevents from flowing through the flow path 20 of shunting when piston 63 is against the seating face placement of lid 62.Sleeve 61 least partially open with the relative one end of lid 62, so that piston 63 is exposed to fluid pressure (that is, the pressure at ingress port 11 and the pressure at control valve 5) in upstream extremity and the downstream end of the flow path 20 of shunting.When the pressure differential through piston 63 be enough to overcome the bias force of spring 64, piston will disseat from lid 62, and the window 65 being allowed through in the sleeve 61 being arranged at cylinder is flow in the flow path 20 of shunting by oil.
In some cases, it is allowed to it is favourable that oil flows through the flow path 20 of shunting.Possibly, in heat exchanger 3,4 any one or both formed along oil flow path and to block, this can substantially increase forces oil through the pressure required for heat exchanger.This increase of pressure head can be to oil pump or to heat exchanger itself or to other equipment generation damage along oil circuit.Parts damages or fault can be prevented by following manner, will the bias force of spring 63 be chosen as the least, can open the flow path 20 of shunting at the forward direction oil stream reaching this unexpected pressure.Additionally, by being integrated in thermal management unit 1 self pressure relief valve 6, system can be protected from transmission oil heater 3 and the obstruction of transmission oil cooler 4.Pressure relief valve 6 is the most parallel with heat exchanger, so that the some amount in oil can be shifted by the flow path 20 of shunting, thus pressure head is maintained below threshold restriction, simultaneously allow remaining oil to flow through any one (or both) in heat exchanger 3 and 4 according to the running status of control valve 5.
During the startup of the vehicle engine assembly 2 under being in cold environment temperature situation, can get extra benefit from pressure relief valve 6.Typical transmission oil is planned to have suitable viscosity under desired operating temperature, especially to optimize the performance of vehicle engine assembly.These operating temperatures are typically in the range of 80 to 120 degrees Celsius.When the temperature of oil reduces, viscosity trends towards increasing, and at very cold temperatures (as experience under colder weather), viscosity trends towards increasing significantly.When transmission oil is in such low temperature, it is problematic for running vehicle engine assembly, because high oil viscosity causes sizable tension force on oil pump, and can promote the economy essentially decreased (this is because needing extra pump merit to make transmission oil move through system) of fuel.Still expectation vehicle engine assembly receives the transmission oil of high flow rate.
This high flow rate of high viscosity cold oil can cause the highest pressure by system (especially in transmission oil heater 3), this is because pump is operated to overcome the viscosity resistance of convection current.The pressure of this rising can cause damage again in oil system, or causes oil to flow less desirable reduction.Comprise pressure relief valve 6 and alleviate this problem by following manner, i.e. allowing some oil to flow through the flow path 20 of shunting, described oil is thus walked around oil heater 3 and reduces pressure peak, still allows for whole oil simultaneously and flows through actuating device.The described stream walked around mixes with the heated stream just received from oil heater 3 in control valve 5, thus sensing element is substantially exposed to the temperature of oily mixing.Due to external shunt, this can prevent too early the opening of control valve 5, and wherein the oily temperature of only heating can be measured by control valve.What this was too early opens can increase for oil is heated to the time required for desired operating temperature, thus reduces fuel economy.
Specific embodiment with reference to the present invention describes some feature of the present invention and the multiple alternative of element.Notably, except not including mutually or in addition to feature, element and the method for operation inconsistent with above-described each embodiment, the interchangeable feature, element and the method for operation that describe with reference to a specific embodiment can be applicable to other embodiments.
Embodiment shown in above-described and accompanying drawing presents the most in an illustrative manner, and is not intended to as the restriction to idea of the invention and principle.So, it will be recognized by one of ordinary skill in the art that the multiple change in element and their structure and layout is possible, this is without departing from the spirit and scope of the invention.
Claims (20)
1. for a thermal management unit for vehicle engine assembly, including:
Control valve, described control valve can operate with optionally conveyance fluid between valve outlet port and the first and second valve inlets；
First fluid port, described first fluid port receives oil stream from described vehicle engine assembly；
Second fluid port, oil stream is transported to described vehicle engine assembly by described second fluid port；
3rd fluid port, described 3rd fluid port is fluidly connected to described first fluid port by extend through the first flow path of described thermal management unit；
4th fluid port, described 4th fluid port is fluidly connected in described first and second valve inlets by extend through the second flow path of described thermal management unit；
Integrated transmission oil heater, described integrated transmission oil heater has fluid intake manifold, fluid issuing manifold and the multiple fluidal textures extended between described fluid intake manifold and described fluid issuing manifold, wherein said fluid intake manifold is fluidly connected to described first fluid port by extend through the 3rd flow path of described thermal management unit, and described fluid issuing manifold be fluidly connected in described first and second valve inlets by extend through the 4th flow path of described thermal management unit another；
5th flow path, described 5th flow path extends between described second fluid port and described valve outlet port, and is fluidly connected with described valve outlet port by described second fluid port；
The flow path of shunting, the flow path of described shunting extends from described first fluid port, and is fluidly connected to described control valve；And
Pressure relief valve, described pressure relief valve is along the flow path arrangement of described shunting, thus the pressure differential between one end of described first fluid port and the flow path of described shunting is less than hindering the oily flow path along described shunting during threshold value, and allow oil along the flow path of described shunting when described pressure differential exceedes described threshold value.
Thermal management unit the most according to claim 1, wherein said control valve include sensing element, described sensing element be configured to respond to through described sensing element oil temperature to operate described valve.
Thermal management unit the most according to claim 2, wherein said sensing element is wax motor.
Thermal management unit the most according to claim 2, is wherein directed through described sensing element through whole oil streams that described first fluid port enters.
Thermal management unit the most according to claim 1, farther include cast structure, described cast structure has the central aperture extended point-blank through described cast structure, wherein said control valve and described pressure relief valve and is both arranged in described central aperture.
Thermal management unit the most according to claim 1, wherein said control valve includes that moveable shuttle, described moveable shuttle have one or more window aperture being disposed therein.
Thermal management unit the most according to claim 6, at least some in wherein one or more window aperture limits described valve outlet port.
Thermal management unit the most according to claim 6, at least some in wherein one or more window aperture limits in described first and second valve inlets, and described moveable shuttle moves to open and close described in described first and second valve inlets.
Thermal management unit the most according to claim 8, wherein said moveable shuttle comprises the opening limiting another in described first and second valve inlets.
Thermal management unit the most according to claim 9, the flow path of wherein said shunting is fluidly connected to described control valve by the described opening of described moveable shuttle.
11. thermal management units according to claim 10, wherein said moveable shuttle has the first operating position, to allow stream from described transmission oil heater and transmission oil cooler one through described in described first and second valve inlets limited by the opening of described moveable shuttle, and described moveable shuttle has the second operating position, with hinder stream from described transmission oil heater and described transmission oil cooler described in one through described in described first and second valve inlets that limited by the opening of described moveable shuttle.
12. thermal management units according to claim 11, wherein through described in both the first and second operating positions places are directed through described first and second valve inlets limited by the opening of described moveable shuttle one of any stream of flow path of described shunting.
13. thermal management units according to claim 1, wherein said control valve includes the moveable shuttle with opening, and described opening limits in described first and second valve inlets.
The method of 14. 1 kinds of temperature controlling the oil for vehicle engine assembly, including:
At the first pressure oil stream is received thermal management unit from described vehicle engine assembly；
At least some in described oil stream is guided through at least one in transmission oil heater and transmission oil cooler；
After at least one described in transmission oil heater and transmission oil cooler, receiving in the control valve being arranged in described thermal management unit by least some described in described oil stream, wherein said oil receives in described control valve under the second pressure less than described first pressure；
Any remaining oil stream is guided through the bypass being arranged in described thermal management unit, thus avoids described remaining oil to flow through any one in described transmission oil heater and described transmission oil cooler；
Measure the temperature of the oil received in described control valve；And
Described oil stream is made to return to described vehicle engine assembly from described thermal management unit.
15. methods according to claim 14, wherein include making described oil flow through described control valve by the step that any remaining oil stream is guided through bypass.
16. methods according to claim 14, wherein the amount through the oil of described bypass is determined in response to the pressure differential described first pressure and described second pressure.
17. methods according to claim 14, the step of the temperature wherein measuring oil includes the whole oil streams receiving in described thermal management unit are directed through the temperature-response element being arranged in described control valve.
18. methods according to claim 14, wherein flow through the described oil of at least one in transmission oil heater and transmission oil cooler and recombined with the described oil being guided through described bypass before leaving described control valve.
19. 1 kinds of management are used for the oily method of vehicle engine assembly, including:
At a temperature of first less than threshold temperature, oil stream is received thermal management unit from described vehicle engine assembly；
It is Part I and Part II by described oil flow point；
Described Part I is directed in the transmission oil heater being integrated in described thermal management unit；
Described Part I is heated in described transmission oil heater；
Being recombined with described Part II by described Part I, described Part II has walked around described transmission oil heater, at a temperature of the stream wherein recombined is in higher than the second of described first temperature；
The oily stream recombined is received in the control valve being positioned at described thermal management unit；
Make the oil stream recombined through being arranged in the temperature-response element in described control valve；And
The oil stream recombined is made to return to described vehicle engine assembly from described thermal management unit at a temperature of described second.
20. methods according to claim 19, wherein said oil stream is the first oil stream, farther includes:
After a period of time having made described first oil stream return to described vehicle engine assembly, the second oil stream is received described thermal management unit from described vehicle engine assembly；
Substantially the entirety of being directed in described transmission oil heater by described second oil stream；
To described second oil stream heating in described transmission oil heater；
At a temperature of roughly equal with described threshold temperature, described second oil stream is received in described valve；
In response to making described second oil stream through described temperature-response element, drive the driver of described valve, so that the oil subsequently entering described thermal management unit flow to partially be guided through the oil cooler being associated with described vehicle engine assembly.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US14/605,294 US10087793B2 (en) | 2015-01-26 | 2015-01-26 | Thermal management unit for vehicle powertrain |
| US14/605,294 | 2015-01-26 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105822481A true CN105822481A (en) | 2016-08-03 |
| CN105822481B CN105822481B (en) | 2019-04-26 |
Family
ID=56364353
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610040864.5A Expired - Fee Related CN105822481B (en) | 2015-01-26 | 2016-01-21 | Thermal management unit for vehicle engine assembly |
| CN201680007339.1A Expired - Fee Related CN107208989B (en) | 2015-01-26 | 2016-01-22 | Thermal management unit for automotive power |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680007339.1A Expired - Fee Related CN107208989B (en) | 2015-01-26 | 2016-01-22 | Thermal management unit for automotive power |
Country Status (7)
| Country | Link |
|---|---|
| US (2) | US10087793B2 (en) |
| EP (1) | EP3250876A4 (en) |
| CN (2) | CN105822481B (en) |
| BR (1) | BR102016001692A2 (en) |
| DE (1) | DE102015014830B4 (en) |
| MX (1) | MX2017009649A (en) |
| WO (1) | WO2016122970A1 (en) |
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2015
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- 2015-11-18 DE DE102015014830.3A patent/DE102015014830B4/en active Active
-
2016
- 2016-01-21 CN CN201610040864.5A patent/CN105822481B/en not_active Expired - Fee Related
- 2016-01-22 CN CN201680007339.1A patent/CN107208989B/en not_active Expired - Fee Related
- 2016-01-22 EP EP16743881.1A patent/EP3250876A4/en not_active Withdrawn
- 2016-01-22 WO PCT/US2016/014429 patent/WO2016122970A1/en active Application Filing
- 2016-01-22 MX MX2017009649A patent/MX2017009649A/en unknown
- 2016-01-26 BR BR102016001692-4A patent/BR102016001692A2/en not_active Application Discontinuation
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- 2018-08-30 US US16/117,189 patent/US20180371968A1/en not_active Abandoned
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Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108068572A (en) * | 2016-11-09 | 2018-05-25 | 杭州三花研究院有限公司 | Fluid heat transfer component and vehicle heat management system |
| CN108608825A (en) * | 2016-12-09 | 2018-10-02 | 杭州三花研究院有限公司 | Fluid heat transfer component |
| CN108608825B (en) * | 2016-12-09 | 2023-10-20 | 杭州三花研究院有限公司 | Fluid heat exchange assembly |
| CN109838586A (en) * | 2017-11-29 | 2019-06-04 | 杭州三花研究院有限公司 | Fluid management components and heat management system |
| CN109838586B (en) * | 2017-11-29 | 2021-08-31 | 浙江三花智能控制股份有限公司 | Fluid management assembly and thermal management system |
| CN111795183A (en) * | 2019-04-05 | 2020-10-20 | 达纳加拿大公司 | Heat exchanger assembly with integrated valve and pressure bypass |
| CN111042891A (en) * | 2019-12-31 | 2020-04-21 | 宁波吉利罗佑发动机零部件有限公司 | Extended-range lubrication management system, lubrication management method and vehicle |
| WO2023217820A1 (en) * | 2022-05-10 | 2023-11-16 | Valeo Systemes Thermiques | Cooling module, in particular for a vehicle |
| FR3135421A1 (en) * | 2022-05-10 | 2023-11-17 | Valeo Systemes Thermiques | Cooling module, particularly for a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN105822481B (en) | 2019-04-26 |
| EP3250876A1 (en) | 2017-12-06 |
| DE102015014830A1 (en) | 2016-07-28 |
| WO2016122970A1 (en) | 2016-08-04 |
| US20160215664A1 (en) | 2016-07-28 |
| MX2017009649A (en) | 2017-10-24 |
| US10087793B2 (en) | 2018-10-02 |
| US20180371968A1 (en) | 2018-12-27 |
| EP3250876A4 (en) | 2018-09-19 |
| CN107208989A (en) | 2017-09-26 |
| CN107208989B (en) | 2019-04-26 |
| BR102016001692A2 (en) | 2018-03-20 |
| DE102015014830B4 (en) | 2022-05-19 |
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